Narrative:

At around XA00 that day I called for an FAA briefing for the flight. The conversation was mostly focused on a SIGMET in effect near truckee for severe thunderstorms. As the briefer reported that the system was moving out to the southeast at 13 mph and should be clear in 2-3 hours; I decided to fly later; after dinner; and would call the airport to confirm that it was safe to fly then and told the briefer that. There were no tfr's effect or other enroute factors mentioned other than the weather situation. Nor were NOTAMS mentioned. At about XD45 a call was made to the truckee unicom which was usually staffed at the time to determine that the weather was now clear. No mention was made about the compromised runway by the trk employee. It was reported clear with light winds; so the takeoff was just after XE00. Enroute flight following was used to squaw valley and then canceled with oakland center when the airport was in sight. I then squawked VFR; switched to the unicom frequency and tuned into the trk AWOS 118.0 frequency that reported clear below 12;000 ft; wind 260 at 7 and the altimeter setting but nothing else. There was no voice tag with information on AWOS about the runway reconstruction or a displaced threshold. I then had a unicom conversation with a bonanza pilot who was also landing at trk. After establishing our relative positions we decided that as I was lower; closer and faster I should land first. On downwind and base both myself and my passenger looked at the runway and did not see anything abnormal. The final approach was directly into a setting sun that compromised forward visibility but not to the extent that it would compromise a good landing on a clear runway. The small orange cones and 6 inch high plastic barriers were totally invisible with the orange sun set behind them. The touchdown was smooth and normal until the uneven surface was reached a few seconds later. The lancair is flown at 100 KTS indicated airspeed to short final; usually touching down at about 75 KTS. At truckee's high density altitude this can be 90-100 KTS true airspeed. I have been flying into trk for over 20 years and during that time the AWOS or previous ATIS always advised of anything unusual. Damage to the plane includes a destroyed propeller; nose gear and linkage; left main gear and probably the right main gear as well. Both top and bottom cowls have repairable non structural damage as the engine will need as 'sudden stop' inspection and replace if necessary. Other minor repairs may be necessary after a more complete inspection. The runway under repair had level gravel for most of it's length but lowered to dirt for the 50 yards or so before the start of the following hardened surface. The plane ended up; nose down on the broken propeller about fifty yards into that hard surface. There was no other warning markings on the runway in addition to the small cones and low barriers to indicate the hazard other than 'reportedly' small yellow triangles; off the runway; alongside the side of the new threshold. There were no injuries. After stopping and before switching everything off; I advised the following bonanza not to land on runway 28.

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Original NASA ASRS Text

Title: Pilot of high performance home built aircraft reports landing on Runway 28 at TRK into the setting sun to discover the runway under repair. Rolling over the step up from bare dirt to the original paved surface caused damage to the under carriage; propeller; and likely the engine.

Narrative: At around XA00 that day I called for an FAA briefing for the flight. The conversation was mostly focused on a SIGMET in effect near Truckee for severe thunderstorms. As the briefer reported that the system was moving out to the southeast at 13 MPH and should be clear in 2-3 hours; I decided to fly later; after dinner; and would call the airport to confirm that it was safe to fly then and told the briefer that. There were no TFR's effect or other enroute factors mentioned other than the weather situation. Nor were NOTAMS mentioned. At about XD45 a call was made to the Truckee UNICOM which was usually staffed at the time to determine that the weather was now clear. No mention was made about the compromised runway by the TRK employee. It was reported clear with light winds; so the takeoff was just after XE00. Enroute flight following was used to Squaw Valley and then canceled with Oakland Center when the airport was in sight. I then squawked VFR; switched to the UNICOM frequency and tuned into the TRK AWOS 118.0 frequency that reported clear below 12;000 FT; wind 260 at 7 and the altimeter setting but nothing else. There was no voice tag with information on AWOS about the runway reconstruction or a displaced threshold. I then had a UNICOM conversation with a Bonanza pilot who was also landing at TRK. After establishing our relative positions we decided that as I was lower; closer and faster I should land first. On downwind and base both myself and my passenger looked at the runway and did not see anything abnormal. The final approach was directly into a setting sun that compromised forward visibility but not to the extent that it would compromise a good landing on a clear runway. The small orange cones and 6 inch high plastic barriers were totally invisible with the orange sun set behind them. The touchdown was smooth and normal until the uneven surface was reached a few seconds later. The Lancair is flown at 100 KTS indicated airspeed to short final; usually touching down at about 75 KTS. At Truckee's high density altitude this can be 90-100 KTS true airspeed. I have been flying into TRK for over 20 years and during that time the AWOS or previous ATIS always advised of anything unusual. Damage to the plane includes a destroyed propeller; nose gear and linkage; left main gear and probably the right main gear as well. Both top and bottom cowls have repairable non structural damage as the engine will need as 'sudden stop' inspection and replace if necessary. Other minor repairs may be necessary after a more complete inspection. The runway under repair had level gravel for most of it's length but lowered to dirt for the 50 yards or so before the start of the following hardened surface. The plane ended up; nose down on the broken propeller about fifty yards into that hard surface. There was no other warning markings on the runway in addition to the small cones and low barriers to indicate the hazard other than 'reportedly' small yellow triangles; off the runway; alongside the side of the new threshold. There were no injuries. After stopping and before switching everything off; I advised the following Bonanza not to land on Runway 28.

Data retrieved from NASA's ASRS site as of April 2012 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.